Automobile-speed control using terrain-based speed profile

ABSTRACT

Aspects of the present disclosure are directed towards hysteresis engaged vehicle cruise control apparatuses, and systems and methods that facilitate energy efficiency as a function of external energy obstacles. The method and system includes an adaptable terrain-based speed profile and terrain-based work function for maintaining a vehicle at a desired speed and selected speed range. The speed profile further includes a terrain-based driving preference associated with an identifier that identifies a particular driver and driving profile. Vehicle-related data is generated with regard to energy efficiency obstacles, and vehicle speed is automatically adjusted based on this data to facilitate fuel economy. In certain embodiments, vehicle-related data is sent to a cloud-computing system for processing. In other embodiments, the desired speed and terrain-based speed profile is influenced by user or external inputs.

RELATED PATENT DOCUMENT

This patent document is a continuation under 35 U.S.C. §120 of U.S.patent application Ser. No. 13/621,699 filed on Sep. 17, 2012 (U.S. Pat.No. 8,954,255), which claims the benefit under 35 U.S.C. §119 of U.S.Provisional Patent Application Ser. No. 61/535,704 filed on Sep. 16,2011; each of these patent documents is fully incorporated herein byreference.

BACKGROUND

The increased cost of energy has made energy efficiency an importantaspect of personal and business transportation. The use of vehicles asthe main form of transportation represents a large use of energy.Whether the energy source is gasoline or an alternative fuel source, amonetary and environmental cost is the consequence. Increasing energyefficiency can greatly decrease the resulting monetary and environmentalharm.

During vehicle use, an inefficient use of energy occurs as a result ofminor variations in engine efficiency in order to maintain speed. Cruisecontrol, as installed in most modern vehicles, has been an attempt tocontrol speed with minimal operator input. However, the cruise controlmechanism neglects the efficient use of energy. A vehicle operator hasthe ability to consciously control speed and RPMs.

SUMMARY OF THE INVENTION

Aspects of the present disclosure relate to cruise-control of anautomobile that in anticipation/detection of elevation changes on theroadway and a hysteresis engaged vehicle cruise control to facilitateenergy efficiency as a function of external energy obstacles.

For instance, certain aspects of the present disclosure are directedtowards apparatuses, system, and methods that in response to receiving aselection of a desired speed for a vehicle, use a terrain-based speedprofile and a terrain-based work function for the vehicle formaintaining the vehicle at the desired speed, including the desiredspeed and a selected speed range, for a current driving mode. The statusof expected energy-efficiency obstacles is assessed. The obstacles areassociated with a roadway corresponding to the profile. The vehicle ismaintained at the desired speed automatically. In response to assessingthe status of expected energy-efficiency obstacles, the vehicle's speedis automatically adjusted relative to the desired speed to facilitatefuel economy based on the terrain-based driving-speed profile and theterrain-based work function.

Additional apparatuses, system, and methods are directed towardsassessing a desired speed for the vehicle, and assessing a terrain-basedwork function of the vehicle for maintaining the vehicle at the desiredspeed as a function of a terrain-based speed profile. The terrain-basedspeed profile includes the desired speed and a selected speed range forthe current driving mode. A data set is generated based on expectedenergy-efficiency obstacles, useful for operating the vehicle at thedesired speed automatically.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure may be more completely understood in consideration of thefollowing detailed description of various embodiments of the disclosurein connection with the accompanying drawings, in which:

FIG. 1 shows an example of hysteresis speed control, consistent withexample embodiments in the present disclosure.

FIG. 2 shows implementation of an example embodiment of a hysteresisspeed control, consistent with example embodiments in the presentdisclosure; and

FIG. 3 shows different available terrain-based driving modes, andimplementation thereof for the same energy-efficiency obstacle.

While the disclosure is amendable to various modifications andalternative forms, specifics thereof have been shown by way of examplein drawings and will be described in detail. It should be understood,however, that the intention is not to limit the disclosure to theparticular embodiments described. On the contrary, the intention is tocover all modifications, equivalents, and alternatives falling withinthe scope of the disclosure, including aspects defined by the claims.

DETAILED DESCRIPTION

Aspects of the present disclosure are believed to relate to theincreased energy efficiency of a vehicle through hysteresis and/orelevation sensing principles. Utilizing hysteresis principles toautomatically and continuously alter the speed of a vehicle bymaintaining engine RPMs increases energy efficiency, in some instances,by as much as 10-25%.

In order to maintain high energy efficiency, the aspects are used todevelop a terrain-based speed profile based on a number of externalindicators. Generally, the term terrain-based speed profile refers tothe energy efficient objective which is to be maintained. Theterrain-based speed profile is influenced by user tendencies. A numberof different users may operate the same vehicle. Different users havedifferent approaches to travel, and travel different places. Forexample, the primary vehicle user may consistently travel to the samelocation, and proceed as quickly as possible disregarding energyefficiency. That same user may also travel to a location, but travel ata relaxed pace.

Certain aspects of the present disclosure are directed towardsapparatuses, system, and methods that in response to receiving aselection of a desired speed for a vehicle, use a terrain-based speedprofile and a terrain-based work function for the vehicle formaintaining the vehicle at the desired speed, including the desiredspeed and a selected speed range, for a current driving mode. The statusof expected energy-efficiency obstacles is assessed. The obstacles areassociated with a roadway corresponding to the profile. The vehicle ismaintained at the desired speed automatically. In response to assessingthe status of expected energy-efficiency obstacles, the vehicle's speedis automatically adjusted relative to the desired speed to facilitatefuel economy based on the terrain-based driving-speed profile and theterrain-based work function.

Additional apparatuses, system, and methods are directed towardsassessing a desired speed for the vehicle, and assessing a terrain-basedwork function of the vehicle for maintaining the vehicle at the desiredspeed as a function of a terrain-based speed profile. The terrain-basedspeed profile includes the desired speed and a selected speed range forthe current driving mode. A data set is generated based on expectedenergy-efficiency obstacles, useful for operating the vehicle at thedesired speed automatically.

As a result of the many factors influencing the fuel efficiency of avehicle, aspects of the present disclosure are directed towardsautomatically adjusting, and adaptively learning to provide an adaptableterrain-based speed profile. Certain aspects of the present disclosureutilize the vehicle's existing fuel economy work functions to measurefuel economy during travel, and updates based on the factors listedabove. In an example embodiment, frequently traveled routes are analyzedbased on a number of factors, including, but not limited to the time ofday and the environmental conditions, such that a terrain-based speedprofile designed is implemented to best improve energy efficiency.

Hysteresis refers to systems or methods that exhibit path dependence.Path dependence occurs where a current state of a system depends on thepath utilized to achieve that state. A control utilizing hysteresistakes into account the data leading up to a set point, and will delay achange to incorporate the predicted future movement of the data. As aresult, the data will slowly adjust to the set point, minimizing controlchanges. A control without hysteresis signals a change based uponreaching a set data point. This could result in rapid amount of controlchanges as the data hovers around the set data point. More generally,hysteresis allows the delay of the effect of changing forces acting on abody. As applied to a moving vehicle, forces that act to accelerate ordecelerate the vehicle are delayed in order to gain fuel efficiency.

An example of a control utilizing hysteresis is a thermostat. Athermostat is set to engage a heating element once the temperature fallsbelow the set point. Rather than engaging the heating element each timethe temperature falls below a set point, the thermostat allows thetemperature to fall a nominal amount below the set point, taking intoaccount the data history, and engages the heating element until atemperature nominally above the set point is reached. Withouthysteresis, the heating element would turn on and off rapidly around theset point. Hysteresis takes into account the data history, and allowsfor gradual changes.

In an example embodiment, the terrain-based speed profile includesmultiple available modes. The modes correspond to different levels ofspeed variation during energy-efficiency obstacles. Upside hysteresisrefers to an increase in speed above the selected desired speed.Downside hysteresis refers to a decrease in speed below the selecteddesired speed. In the first example driving mode, Driving Mode 1, thedownside hysteresis during an energy obstacle is approximately 5 MPH,and the upside hysteresis is a nominal amount above the downsidehysteresis (1-2 MPH). The result of Driving Mode 1 is an average speed,through the energy obstacle, less than selected desired speed of travel.Driving Mode 2, in an example embodiment, has equal upside and downsidehysteresis, such that the average speed is approximately equal to theselected desired speed of travel. Driving Mode 3 adjusts speed prior toan energy obstacle. For example, if an increase in elevation is sensed,Driving Mode 3 will nominally increase speed (1-2 MPH) above theselected desired speed. This builds momentum in preparation for theincrease in elevation. During the elevation increase, Driving Mode 3decreases speed approximately 5 MPH. The corresponding upside hysteresisis approximately equal to the downside hysteresis. The resulting averagespeed through the energy efficiency obstacle is approximately equal tothe selected desired speed.

In an example embodiment, selecting the terrain-based speed profile isautomatic-geography-based or a manual user selection. One driving modeis the default selection for the terrain-based speed profile. Theautomatic-geography-based selection is influenced by user preferencesand tendencies. The user is known by a biometric identifier. The mode isfurther influenced by the location of the vehicle. For example, if thevehicle is traveling in a rural environment, and the driver prefers tomaintain average speed, the automatic-geography base selection willchoose Driving Mode 2 or Driving Mode 3. The vehicle operator is able tomanually select the driving mode used to implement the terrain-basedspeed profile.

The terrain-based speed profile refers to an overall energy efficiencymethod, the terrain-based work function refers to the current energystate of the vehicle during travel. The terrain-based work function isdetermined based on a number of indicators, including engine RPM. Invarious embodiments, a state of decreased energy efficiency is evidencedby an increase in RPMs outside a critical range. In the same embodiment,decreased energy efficiency is evidenced by increased RPMs exceeding thecritical range. The critical range is developed as a result ofcalculating the specific vehicle's terrain-based speed profile, butgenerally, the optimal range is between 1000 and 2000 RPM. In the eventof increased energy efficiency, an increase in speed is allowed, whilemaintaining engine RPM. In the event of decreased energy efficiency, adecrease in speed is allowed, and engine RPM is maintained. Theresultant speed changes are maintained within the vehicle's optimalenergy efficiency range as determined by the terrain-based speedprofile. For further information regarding manners in which vehicleengine gears can be controlled for fuel efficiency, reference may bemade to U.S. Pat. No. 7,742,863, entitled “Method and Device forControlling a Work Function of a Vehicle and a Work Vehicle Comprisingthe Control Device.”

The terrain-based work function varies for each vehicle based on anumber of factors including, but not limited to: vehicle weight, vehicleaerodynamics, and engine efficiency. Furthermore, the energy efficiencyof a given vehicle will vary on current conditions. For example, avehicle's energy efficiency will differ throughout the life of thevehicle's tires. Therefore, the terrain-based speed profile will differthroughout the life of a vehicle. Additionally, the terrain-based workfunction will vary from day-to-day due to environmental factors.

The terrain-based speed profile will terminate if a mitigation issueoccurs. Vehicle operator breaking is a mitigation issue that terminatesthe speed profile. In an example embodiment, decreased speed terminatesthe terrain-based speed profile. In certain embodiments, a GPS orpartial-GPS device will provide an alert regarding a traffic event, andterminate the profile. In more specific embodiments, a vehicle'stelematic system will alert of a safety issue, and terminate theterrain-based speed profile. In another more specific embodiment, avehicle's front and rear sensors are utilized to monitor the proximityof other vehicles, and terminate the terrain-based speed profile ifspeed change is unsafe or inefficient. In another embodiment, thevehicle will sense the current load of passengers and cargo, andterminate the terrain-based speed profile if energy efficiency cannot bemaintained.

In a more specific embodiment, recorded data will be relayed to acloud-computing system (such as implemented via GM's On-Star service)which automatically processes vehicle-related data. The cloud computingsystem analyzes the data, and provides telematic-type information forthe driver. Telematics refers generally to an integratedtelecommunications and information processing system as integrated intoand/or recorded by a vehicle. Such information includes for example andwithout limitation, user profile information, updates on optimizing thevehicle's work function (such as fuel efficiency generally or overcertain types of terrain; need for change of oil, oil filter, tires; andupdates on energy efficiency suggestions (e.g., new routes) forfrequently traveled routes).

In different embodiments, the cloud-computing system processes data onbehalf of different entities, depending on how a subscriber to aservice-provider for the cloud-computing system is registered to beserviced. In one embodiment, the cloud-computing system processes dataon behalf of a driver and at least one related vehicle. This approachaddresses needs of a driver interested in monitoring and/or optimizingfuel efficiency for the vehicle or vehicles he/she drives. This approachalso addresses needs of an owner of numerous vehicles (e.g., the head ofa household or an employer) who permits at least one user (family memberor employee) to drive designated vehicles, thereby monitoring and/oroptimizing fuel efficiency for the vehicle or vehicles he/she owns. Inanother related embodiment, the cloud-computing system processes data onbehalf of a vehicle and another entity (driver, user, company). Thecloud-computing system is used and/or monitored to track managementand/or use of such entity-vehicle pairs (e.g., certain driver(s) (orowner(s)) of the vehicle, designated vehicle(s) for a certain driver)for ensuring a variety of conditions and purposes (e.g., insurancesafety, fuel efficiency, needed vehicle servicing, etc.).

After developing the terrain-based speed profile, energy obstacles aresensed. In certain embodiments, this is accomplished in an energyobstacle indication module. In certain embodiments, the energy obstacleindication module includes determining vehicle location based on a GPSdevice, and reading the location against a terrain map to determine thelocation of energy efficiency obstacles. In another embodiment, theenergy obstacle indication module will utilize information from a GPSenable device, such as a smartphone, to determine vehicle location. Thelocation of the vehicle is combined with terrain information, and energyefficiency obstacles are found. In yet another embodiment, upcomingenergy obstacles are determined utilizing a vehicle's existing e-compassand terrain maps.

In both instances, these aspects are continuously repeated. The pathdependence exhibited by hysteresis automatically adjusts speed as aresult of the current speed of the vehicle, and the estimated energydrain from the energy obstacle. The repeating loop allows the vehicle tocontinuously update the work function in order to maintain maximumenergy efficiency. The hysteresis loop will repeat until the workfunction of the vehicle indicates a maintained state of energyefficiency.

Maintained energy efficiency is indicative of an ongoing energyobstacle, or the end of an energy obstacle. If the speed of the vehicleis within the set optimal range, this will signal the end of an energyobstacle. At this point, the vehicle will automatically proceed at thedesired speed, and will again sense for an energy obstacle. If thevehicle is not traveling at the desired speed, the energy obstacle isongoing. The current vehicle work function is determined again, andmaintains the energy efficient state until the desired speed is reached.

Turning now to the figures, in FIG. 1 the vehicle operator selects thedesired speed 10. The desired speed is selected using a vehicle'scurrent cruise control mechanism. A terrain-based speed profile 20 and aterrain-based work function 25 influence the current driving mode 15.Variance inputs, including user preferences, influence the terrain-basedspeed profile 20. Vehicle specific energy indicators alter theterrain-based work function 25. After choosing the terrain-based speedprofile 20, the expected energy-efficiency obstacles 30 is assessed. Theterrain-based speed profile 20 is implemented based on the expectedenergy-efficiency obstacles. The terrain-based speed profile 20 andterrain-based work function 25 maintain desired speed 30, and adjustspeed 35 as necessary to implement the terrain-based speed profile 20.

Various embodiments of the present disclosure are shown in FIG. 2. Adesired speed 100 is selected based on user input. The current speed 102of the vehicle is sensed as a factor in deciding the appropriateterrain-based speed profile 104. In certain embodiments, theterrain-based speed profile 104 is influenced by various user inputs 106and external non-environmental inputs 108. The terrain-based speedprofile 104 generated provides a general design for energy conservation.

The terrain-based speed profile 104 is implemented as a result of sensedenergy obstacles 110. If an energy obstacle 110 is not sensed, thedesired speed 111 will be maintained. If an energy obstacle 110 issensed, the possibility of a mitigation issue 112 is determined. If amitigation issue 112 is sensed, the terrain-based speed profile 114 isterminated. A mitigation issue 112 inhibits the proper implementation ofthe terrain-based speed profile 104 such that energy is not conserved.

If a mitigation issue 112 is not a concern, the work function 116 of thevehicle is developed. The work function describes the current energystate of the vehicle: increased energy efficiency 118, decreased energyefficiency 122, or maintained energy efficiency 120. In an exampleembodiment, the changes in energy efficiency are determined as afunction of a change in engine RPMs and vehicle speed. In thisembodiment, increased energy efficiency 118 is indicated by a decreasein RPM while maintaining speed, whereas decreased energy efficiency 122is indicated by the opposite occurrence. During periods of increasedefficiency 118, the throttle control increases speed and maintains theenergy efficient RPM 124. In periods of decreased energy efficiency 122,the throttle control decreases speed in order to maintain the energyefficient RPM 126. In both instances of increased energy efficiency 118and decreased energy efficiency 122, the terrain-based speed profilestatus 132 is updated.

Upon altering vehicle speed, an energy obstacle 110 is sensed for again,creating a loop, and the appropriate hysteresis lag in speed.

If a state of maintained energy efficiency 120 is indicated, it will bedetermined whether the vehicle is traveling at the desired speed 128. Ifthe vehicle is traveling at the desired speed, the energy obstacle iscompleted, and the vehicle will proceed at the desired speed 130, andagain an energy obstacle 110 is sensed for. If the vehicle is nottraveling at the desired speed, although energy efficiency ismaintained, the energy obstacle is not likely completed, an energyobstacle 110 is sensed for again.

Example implementation of a terrain-based speed profile is shown in FIG.3. The different terrain-based driving modes, Driving Mode 1 305,Driving Mode 2 310, and Driving Mode 3 315, are shown responding to thesame energy efficiency obstacle, which in this example is a hill 300(shown by dashed lines). The vehicle travels at the desired set speed320 is shown before and after the energy-efficiency obstacle. Theterrain-based work function, as implemented in Driving Mode 1 305,decreases speed a set amount, for example 5 MPH. The speed decrease, thedownside hysteresis, is influenced by the terrain-based work functionmaintaining RPM, but the decrease does not exceed 5 MPH in Driving Mode1 305. After reaching the climax of the hill, the vehicle increasesspeed, the upside hysteresis. The nominal upside hysteresis in DrivingMode 1 is 2 MPH. The result of Driving Mode 1 305 is an average speedslightly below the desired set speed 320.

Driving Mode 2 310 is shown approaching the same hill (shown by dashedlines). Driving Mode 2 310 has a maximum upside hysteresis equal to thatof the downside hysteresis, which is double the nominal upsidehysteresis in Driving Mode 1 305. The result is an average speed 325approximately equal to that of the desired set speed 320.

Driving Mode 3 315 ideally is implemented in situations whereencountering other vehicles is not likely, such as country roads. Inthese instances, the speed is increased leading up to theenergy-efficiency obstacle a nominal amount, approximately 2 MPH. Thedownside hysteresis decreases speed a maximum of 7 MPH, and the upsidehysteresis increases speed up to 5 MPH. The result is an average speed325 approximately equal to the desired speed 320.

Aspects of the present disclosure can be installed on a number ofdifferent vehicles, utilizing on-board processing arrangements, and usedin a number of different situations. Over the course of a long journey,a large amount of energy obstacles are encountered. The most prevalenttype of energy obstacles are changes in elevation. On long trips, cruisecontrol is heavily used to lessen the operator's involvement and allowedfor a more relaxed ride. The longer the journey, the more inefficientovercoming of energy obstacles will add to transportation costs.Utilizing a hysteresis enable system would save transportation costs byovercoming energy obstacles more efficiently. Using elevation changes asan example, a loaded semi-truck would likely maintain a constant speedthrough the uphill and downhill. The standard cruise control systeminstalled on a semi-truck does not account for energy use, therefore,the same speed is maintained on increases in elevation and decreases inelevation. A hysteresis enabled system automatically adjusts vehiclespeed downward during an increase in elevation, and during the resultingdecrease in elevation, the system allows for an increase in speed, whilemaintaining an energy efficient state. After the elevation change iscompleted, the system automatically settles into the originallyselected, energy efficient speed, and continues on the journey until thenext elevation change, or energy obstacle, is sensed.

A person does not need to drive a semi-truck across the country toappreciate the advantages and benefits of the aspects of the presentdisclosure. In an example embodiment, the system incorporates a GPSdevice. The device ties into the system to provide information ofupcoming energy obstacles. For example, the system will sense upcomingtraffic events. During traffic events, the hysteresis enabled systemwill automatically terminate the energy saving measures. Additionally,energy obstacles are encountered even during a minor commute. Althoughthe energy savings are not as prevalent as a cross-country journey, thenet effect of the savings over a month's worth of commutes providessimilar energy savings.

In another example embodiment, the integration of calendar inputsinfluences the choice of energy efficiency. Complete energy efficiencyis not always desired. Time is not always available. In those instances,an external calendar input factors into the decision of the level ofenergy efficiency. In such an instance, energy efficiency is maximizedas is travel time.

In addition to external environmental inputs, user inputs influence theenergy saving method. As a result of user input, the system takes intoaccount user tendencies and preferences, and develops a profile for eachvehicle operator. The user profile will adapt over time to take intoaccount user tendencies, and lessen user involvement as the systemaccumulates information.

Another important advantage of the present disclosure occurs whentransitioning between urban and rural travel. During urban travel, dueto the larger collection of vehicles, engaging the energy saving methodmay be unproductive. In an example embodiment, GPS or telematics willalert the system of location. Transition from a rural location to a moreurban location will shift from a higher energy efficient mode to a lowerenergy efficient mode or terminate energy saving method entirely.Additionally, transition for an urban location to a rural location willsignal the method to change to a more energy efficient terrain-basedspeed profile.

Various modules may be implemented to carry out one or more of theoperations and activities described herein and/or shown in the figures.In these contexts, a “module” is a circuit that carries out one or moreof these or related operations/activities. For example, in certain ofthe above-discussed embodiments, one or more modules are discrete logiccircuits or programmable logic circuits configured and arranged forimplementing these operations/activities, as in the circuit modulesshown in the Figures. In certain embodiments, the programmable circuitis one or more computer circuits programmed to execute a set (or sets)of instructions (and/or configuration data). The instructions (and/orconfiguration data) can be in the form of firmware or software stored inand accessible from a memory (circuit).

Based upon the above discussion and illustrations, those skilled in theart will readily recognize that various modifications and changes may bemade to the present invention without strictly following the exemplaryembodiments and applications illustrated and described herein. Suchmodifications do not depart from the true spirit and scope of thepresent invention, including that set forth in the following claims.

What is claimed is:
 1. A method comprising: selecting at least one of adesired speed and a selected speed range for operation of a vehicle byusing circuitry in the vehicle which circuitry includes one ofprogrammable logic circuit, discrete logic circuit, computer circuit,and a combination thereof; the circuitry, in response to the selection,accessing a terrain-based speed profile and a terrain-based workfunction for the vehicle for maintaining the vehicle at the desiredspeed, wherein the accessed terrain-based speed profile and theterrain-based work function correspond to a selected speed range for thedesired speed and for a current driving mode, a terrain-based drivingpreference for a type of driving, the type of driving accounting for anamount of hysteresis in adjusting the speed of the vehicle relative tothe desired speed; and the circuitry accessing the status of expectedenergy-efficiency obstacles associated with a roadway corresponding tothe terrain-based speed profile, and in response, causing the vehicle toautomatically adjust the speed of the vehicle relative to the desiredspeed to facilitate fuel economy based on the terrain-based speedprofile and the terrain-based work function.
 2. The method of claim 1,wherein the terrain-based speed profile includes a terrain-based drivingpreference associated with an identifier indicative of a type of drivingfor a particular driver, the type of driving accounting for an amount ofhysteresis in adjusting the speed of the vehicle relative to the desiredspeed.
 3. The method of claim 1, wherein the terrain-based speed profileincludes at least two terrain-based driving modes associated withadjusting the speed of the vehicle relative to the desired speed,wherein one of the driving modes accounts for a minimal or nominalamount of upside-speed hysteresis and the other of the driving modesaccounts for an amount of upside-speed hysteresis which is at leasttwice the minimal or nominal amount.
 4. The method of claim 1, whereinthe terrain-based work function provides an operating RPM range for anengine in the vehicle.
 5. The method of claim 1, wherein the circuitryuses the terrain-based speed profile to adjust the speed of the vehicleso that less fuel is consumed when the vehicle encounters anenergy-efficiency obstacle manifesting as an increase in elevation,wherein the speed of the vehicle increases within the selected speedrange during a decrease in elevation, and resumes the desired speed forthe vehicle when level elevation is regained.
 6. The method of claim 1,wherein the speed of the vehicle decreases within the selected speedrange during an increase in elevation, and resumes the desired speed forthe vehicle when level elevation is regained.
 7. The method of claim 1,wherein the terrain-based speed profile is assessed, in response to amitigation issue, as to whether to maintain the vehicle at the desiredspeed, or revert out of the speed control work function.
 8. The methodof claim 1, further including causing the vehicle to operate in one of aplurality of selectable driving modes which corresponds to theterrain-based speed profile, wherein the terrain-based speed profilefurther includes a terrain-based driving preference associated with anidentifier indicative of a particular driver.
 9. The method of claim 8,wherein multiple terrain-based speed profiles are used for respectivedrivers of the vehicle.
 10. The method of claim 9, wherein multipleterrain-based speed profiles are used for respective drivers of thevehicle, and wherein the identifier indicative of a particular driverincludes at least one of: key-ignition identifier recognition,wireless-device communication identification, passcode or voice or otherdriver biometric.
 11. The method of claim 1, wherein the terrain-basedspeed profile is adjusted based on a vehicle load characterized ascorresponding to a load carried by the vehicle, and the vehicle load isused at least in part to control the speed of the vehicle relative to atleast one of: the desired speed and the expected energy-efficiencyobstacles.
 12. A method comprising: selecting at least one of a desiredspeed and a selected speed range for operation of a vehicle by usingcircuitry in the vehicle which circuitry includes one of programmablelogic circuit, discrete logic circuit, computer circuit, and acombination thereof; the circuitry, in response to the selection,accessing a terrain-based speed profile and a terrain-based workfunction for the vehicle for maintaining the vehicle at the desiredspeed, wherein the accessed terrain-based speed profile and theterrain-based work function correspond to a selected speed range for thedesired speed and for a current driving mode, a terrain-based drivingpreference for a type of driving, the type of driving accounting for anamount of hysteresis in adjusting the speed of the vehicle relative tothe desired speed; and the circuitry accessing the status of expectedenergy-efficiency obstacles associated with a roadway corresponding tothe terrain-based speed profile, and in response, causing the vehicle toautomatically adjust the speed of the vehicle relative to the desiredspeed to facilitate fuel economy based on the terrain-based speedprofile and the terrain-based work function, wherein the terrain-basedspeed profile is associated with a terrain-based driving preferenceindicative of a type of driving, and the automatic adjustment of thespeed of the vehicle is caused in response to the type of driving. 13.The method of claim 12, wherein the terrain-based work functionindicates an operating RPM range for an engine in the vehicle, and theterrain-based speed profile includes at least two terrain-based drivingmodes associated with adjusting the speed of the vehicle relative to thedesired speed.
 14. The method of claim 12, wherein the terrain-basedspeed profile includes a terrain-based driving preference associatedwith an identifier indicative of a type of driving for a particulardriver.
 15. The method of claim 12, wherein the terrain-based workfunction is associated with an operating RPM range for an engine in thevehicle.
 16. The method of claim 12, wherein the terrain-based workfunction is associated with an operating RPM range for an engine in thevehicle and for a type of terrain or driving condition.
 17. The methodof claim 12, wherein the terrain-based work function is associated withan operating RPM range for an engine in the vehicle and for a type ofdriving condition or preference.
 18. The method of claim 12, wherein theterrain-based speed profile is associated with a vehicle loadcharacterized as corresponding to a load carried by the vehicle, andwherein the terrain-based speed profile or the vehicle load is used atleast in part to control the speed of the vehicle relative to at leastone of: the desired speed and the expected energy-efficiency obstacles.19. The method of claim 12, wherein the terrain-based speed profile isassociated with a vehicle load carried by the vehicle.
 20. The method ofclaim 12, wherein the terrain-based speed profile is adjusted based on avehicle load characterized as corresponding to a load carried by thevehicle, and the vehicle load is used at least in part to control thespeed of the vehicle relative to the desired speed.
 21. The method ofclaim 12, wherein the terrain-based speed profile is adjusted based on avehicle load characterized as corresponding to a load carried by thevehicle, and the vehicle load is used at least in part to control thespeed of the vehicle relative to the expected energy-efficiencyobstacles.